WO2016125447A1 - Device for supporting axle box of railroad vehicle bogie - Google Patents

Abstract

The present invention provides a device for supporting an axle box of a railroad vehicle bogie, the device connects an axle box that houses therein a bearing supporting a wheel axle to a bogie frame, and the device is provided with: an axle arm having an axle arm main body which extends from the axle box in the vehicle lengthwise direction, and having an axle arm end which is provided at the leading end of the axle arm main body and which has a cylindrical portion opened at both sides in the vehicle widthwise direction; an axle fitted in the internal space of the cylindrical portion in the vehicle widthwise direction; an elastic bush fitted between the cylindrical portion and the axle; and a strike plate which is provided to the bogie frame, and is connected to both ends of the axle. The cylindrical portion is dividable into a first half cylinder part formed integrally with the axle arm main body, and a second half cylinder part superposed on the first half cylinder part in the vertical direction.

Description

Axle box support device for railcar bogie

The present invention relates to an axle box support device for a railcar bogie, and more particularly to a coupling mechanism between a shaft beam and a bogie frame.

In a railway vehicle bogie, an axle box in which a bearing supporting a wheel shaft is accommodated is elastically supported by an axle box support device with appropriate rigidity so as to be displaceable in the front-rear and left-right directions with respect to the bogie frame. There are various types of axle box support devices. In the axle beam type axle box support device, an axle spring comprising a coil spring is provided between the axle box and the carriage frame, and the axle beam extending from the axle box in the longitudinal direction of the vehicle is elastically supported on the seat of the carriage frame. (See, for example, Patent Document 1).

The shaft beam has a shaft beam main body portion extending from the axle box in the vehicle longitudinal direction, and a shaft beam end portion provided at the tip of the shaft beam main body portion and formed with a cylindrical portion that opens at both sides in the vehicle width direction. A mandrel is inserted into the cylindrical part via a rubber bush, and the mandrel is fixed to the seat of the carriage frame. The cylindrical portion is divided in the longitudinal direction of the vehicle with a dividing line extending in the vertical direction as a boundary in order to insert the rubber bush and the mandrel. Specifically, the first half-cylinder part is divided into a first half-cylinder part formed integrally with the shaft beam main body part and a second half-cylinder part superimposed on the first half-cylinder part in the longitudinal direction of the vehicle. And a bolt is inserted in a vehicle longitudinal direction in the 2nd half cylinder part.

Japanese Patent Laid-Open No. 10-278791

However, in a cart equipped with a tread brake, when the brake is pressed against the tread surface of the wheel in the longitudinal direction of the vehicle during braking, the braking force in the longitudinal direction of the vehicle loaded on the wheel is applied via the axle and the axle box. And the force acts in a direction in which the first half cylinder part and the second half cylinder part are separated from each other in the longitudinal direction of the vehicle. Therefore, the braking force acts on the bolt as a tensile force in the bolt axial direction (vehicle longitudinal direction), and it is necessary to consider the strength design by using a high-strength bolt.

Therefore, an object of the present invention is to provide an advantageous structure in terms of strength in a mechanism for connecting a shaft box to a bogie frame via a shaft beam.

An axle box support device for a railway vehicle carriage according to an aspect of the present invention is an axle box support device for a railway vehicle carriage that connects an axle box containing a bearing that supports an axle to a carriage frame. A shaft beam having a shaft beam main body extending from the box in the longitudinal direction of the vehicle, and a shaft beam end provided with a cylindrical portion provided at the tip of the shaft beam main body and open at both sides in the vehicle width direction, A mandrel inserted in the interior space of the cylindrical part in the vehicle width direction, an elastic bush interposed between the cylindrical part and the mandrel, and provided on the carriage frame, and both ends of the mandrel are connected And the cylindrical portion includes a first half tube portion integrally formed with the shaft beam main body portion, and a second half tube vertically overlapped with the first half tube portion. It is divided into parts.

According to the said structure, the cylindrical part of a shaft beam is divided into the 1st half cylinder part integrally formed in the axle beam main-body part, and the 2nd half cylinder part piled up on the 1st half cylinder part to the up-down direction. Since it is divided, the first half-cylinder portion extends to the side opposite to the axial beam main body when viewed from the center of the mandrel. Therefore, the first half cylinder part can receive the loads in both directions in the vehicle longitudinal direction transmitted to the shaft beam via the axle box. Therefore, the load in the longitudinal direction of the vehicle transmitted to the shaft beam via the axle box is suppressed from acting in the direction of separating the second half cylinder part from the first half cylinder part, and the second against the first half cylinder part is suppressed. The requirement for the mounting strength of the half tube portion can be relaxed.

According to the present invention, it is possible to provide an advantageous structure in terms of strength in the mechanism for connecting the axle box to the carriage frame via the axle beam.

It is a perspective view of the bogie for rail vehicles concerning an embodiment. It is a side view of the trolley | bogie shown in FIG. It is an enlarged view of the principal part of the trolley | bogie shown in FIG. It is an exploded view of the cylindrical part of the shaft beam shown in FIG. It is a bottom view of the cylindrical part of the shaft beam shown in FIG. FIG. 4 is a sectional view taken along line VI-VI in FIG. 3.

Hereinafter, embodiments will be described with reference to the drawings. In the following description, the direction in which the carriage travels and the direction in which the vehicle body of the railway vehicle extends is defined as the vehicle longitudinal direction, and the lateral direction perpendicular thereto is defined as the vehicle width direction. The longitudinal direction of the vehicle can also be referred to as the front-rear direction, and the vehicle width direction can also be referred to as the left-right direction.

FIG. 1 is a perspective view of a railway vehicle carriage 1 according to an embodiment. FIG. 2 is a side view of the carriage 1 shown in FIG. As shown in FIGS. 1 and 2, the carriage 1 includes a carriage frame 3 for supporting a vehicle body 50 via an air spring 2 serving as a secondary suspension. The bogie frame 3 includes a lateral beam 4 extending in the vehicle width direction at the longitudinal center of the bogie 1, but unlike the configuration of the conventional bogie frame, the vehicle frame 3 extends in the vehicle longitudinal direction from both ends 4 a of the lateral beam 4 in the vehicle width direction. There is no side beam extending to Axles 5 extending along the vehicle width direction are arranged on both sides of the lateral beam 4 in the longitudinal direction of the vehicle, and wheels 6 are fixed to both sides of the axle 5 in the vehicle width direction. Bearings 7 that rotatably support the axle 5 on the outer side in the vehicle width direction than the wheel 6 are provided at both ends of the axle 5 in the vehicle width direction. The bearing 7 is accommodated in the axle box 8.

The axle box 8 is connected to the end portions 4 a on both sides in the vehicle width direction of the lateral beam 4 by the axle box support device 10. The axle box support device 10 includes an axle beam 11 extending from the axle box 8 toward the side beam 4 in the longitudinal direction of the vehicle. That is, the cart 1 is a so-called shaft-type cart. A cylindrical portion 29 that is open on both sides in the vehicle width direction is provided at the distal end portion of the shaft beam 11. The mandrel 14 is inserted into the internal space of the cylindrical portion 29 via a rubber bush 13 (see FIG. 6) as an elastic bush. A pair of receiving seats 15 and 16 constituting the axle box support device 10 are provided at the end portions 4a on both sides in the vehicle width direction of the side beam 4 so as to protrude outward in the vehicle longitudinal direction. In the receiving seats 15 and 16, grooves 17 and 18 that open downward are formed. The ends of both sides of the mandrel 14 in the vehicle width direction are fitted into the grooves 17 and 18 from below. In this state, the lid member 19 is fixed to the receiving seats 15 and 16 from below by bolts (not shown) so as to close the lower openings of the grooves 17 and 18, and the mandrel 14 is received by the receiving seats 15 and 16 and the lid member. 19. In this way, the mandrel 14 is connected to the seats 15 and 16.

In the flat 4, a brake device 20 for braking the wheel 6 is provided. The brake device 20 has a brake member 20a that is opposed to the tread surface of the wheel 6 from the inner side in the longitudinal direction of the vehicle (the side beam 4 side). The brake device 20 is a tread brake that drives the control member 20a to be in contact with or separated from the tread surface of the wheel 6 by an electric, pneumatic or hydraulic actuator (not shown). That is, the brake device 20 brakes the wheel 6 by pressing the brake member 20a toward the tread surface of the wheel 6 toward the outer side in the longitudinal direction of the vehicle body (the side opposite to the side beam 4 side). Therefore, a load (braking force) directed outward in the vehicle longitudinal direction acts on the wheel 6 during braking.

A leaf spring 22 extending in the vehicle longitudinal direction is bridged between the lateral beam 4 and the axle box 8, and the longitudinal center portions 22 a of the leaf spring 22 are end portions 4 a on both sides in the vehicle width direction of the lateral beam 4. Are supported from below, and end portions 22b on both sides in the longitudinal direction of the leaf spring 22 are supported by the axle box 8. That is, the leaf spring 22 has both the function of the primary suspension and the function of the conventional side beam. A central portion 22 a in the longitudinal direction of the leaf spring 22 is disposed so as to sink under the side beam 4. A pressing member 23 having an arc-shaped lower surface is provided at the lower part of the end portions 4a on both sides in the vehicle width direction of the horizontal beam 4, and the pressing member 23 is placed on the longitudinal central portion 22a of the leaf spring 22 from above. Then, the leaf spring 22 is pressed from above so as to be separated. That is, the pressing member 23 contacts the central portion 22a of the leaf spring 22 by a downward load due to gravity from the lateral beam 4 without fixing the leaf spring 22 in the vertical direction. Note that the pressing member 23 may include a rubber sheet facing the leaf spring 22.

A support member 24 that supports the end 22b of the leaf spring 22 from below is provided on the axle box 8. That is, the end portions 22b on both sides in the longitudinal direction of the leaf spring 22 are in contact with the upper surface of the support member 24 in a separable manner. Specifically, the support member 24 is formed by laminating an upper surface inclined member 25, a rubber laminate 26, and a receiving member 27 in the vertical direction, as will be described later. The upper surface of the support member 24 is inclined obliquely downward toward the lateral beam 4 in a side view as viewed from the vehicle width direction. That is, the upper surface of the support member 24 is inclined such that the inner side in the vehicle longitudinal direction (the side beam 4 side) is lower than the outer side in the vehicle longitudinal direction. A part of the intermediate portion 22 c between the central portion 22 a and the end portion 22 b of the leaf spring 22 passes through a space sandwiched between the pair of receiving seats 15, 16 and reaches a position below the side beam 4. The end portion 22b and the intermediate portion 22c of the leaf spring 22 are inclined downward toward the central portion 22a in a side view, and the central portion 22a of the leaf spring 22 is positioned below the end portion 22b of the leaf spring 22. To do. That is, the leaf spring 22 is formed in a bow shape that protrudes downward as a whole in a side view.

FIG. 3 is an enlarged view of a main part of the carriage 1 shown in FIG. 4 is an exploded view of the cylindrical portion 29 of the shaft beam 11 shown in FIG. FIG. 5 is a bottom view of the cylindrical portion 29 of the shaft beam 11 shown in FIG. In FIG. 3, the rubber bush 13, the mandrel 14, the receiving seats 15 and 16, and the lid member 19 are not shown for easy viewing. As shown in FIG. 3, the support member 24 is formed by laminating an upper inclined member 25, a rubber laminate 26, and a receiving member 27 in order from the bottom. The upper surface inclined member 25 is inclined so that the upper surface is lower in the vehicle longitudinal direction inner side than in the vehicle longitudinal direction outer side in a state where it is installed on the upper surface 8a of the axle box 8. A rubber laminate 26 is attached to the upper surface of the upper inclined member 25, and a receiving member 27 is attached to the upper surface of the rubber laminate 26. The upper inclined member 25, the rubber laminate 26, and the receiving member 27 have a structure (for example, a fitting structure) that is positioned relative to each other so as not to be relatively displaced in the horizontal direction.

The receiving member 27 includes a bottom wall portion 27a on which the plate spring 22 is placed from above, an end wall portion 27b protruding upward from the vehicle longitudinal direction outside of the bottom wall portion 27a, and both sides of the bottom wall portion 27a in the vehicle width direction. And a pair of side wall portions 27c projecting further upward. The bottom wall portion 27a is inclined such that the upper surface thereof is lower in the vehicle longitudinal direction inner side than in the vehicle longitudinal direction outer side. The end wall portion 27b faces the end surface in the longitudinal direction of the end portion 22b of the leaf spring 22 and restricts the movement of the leaf spring 22 outward in the longitudinal direction. The pair of side wall portions 27c face both side surfaces in the vehicle width direction of the end portion 22b of the leaf spring 22, and restrict movement of the leaf spring 22 to both sides in the vehicle width direction.

The vehicle body load transmitted from the side beam 4 (see FIG. 2) to the leaf spring 22 is transmitted from the end 22b of the leaf spring 22 to the support member 24. At this time, since the upper surface of the support member 24 (the upper surface of the bottom wall portion 27a of the receiving member 27) is inclined, the downward vehicle body load F transmitted from the end 22b of the leaf spring 22 to the support member 24 is vertical. Inclined outward in the longitudinal direction of the vehicle with respect to the direction. Therefore, the vehicle body load F has a horizontal component force F _H and a vertical component force F _V , and the horizontal component force F _H is a direction in which the axle box 8 is displaced outward in the longitudinal direction of the vehicle (a direction away from the side beam 4). Will act.

As shown in FIGS. 3 and 4, the shaft beam 11 includes a shaft beam main body portion 11 a extending from the axle box 8 in the vehicle longitudinal direction, and an inner periphery that is provided at the front end of the shaft beam main body portion 11 a and opens at both sides in the vehicle width direction. It has a shaft end portion 11b formed with a cylindrical portion 29 having a cylindrical surface. The cylindrical portion 29 is divided into a first semi-cylindrical portion 30 that is formed continuously and integrally with the shaft-beam main body portion 11a, and a second semi-cylindrical portion 31 that is vertically overlapped with the first semi-cylindrical portion 30. Has been.

The first half-cylinder part 30 projects continuously inward in the longitudinal direction of the vehicle from the upper part of the tip of the shaft beam main body part 11a. The lower part of the front end of the shaft beam main body 11a has an end face 28 facing inward in the vehicle longitudinal direction. The first semi-cylindrical portion 30 has a semi-cylindrical shape opened downward. The lower end surface of the first semi-cylindrical portion 30 has diameters of the first main opposing surfaces 30b and 30c and the first main opposing surfaces 30b and 30c adjacent to both ends of the semi-cylindrical inner surface 30a of the first semi-cylindrical portion 30, respectively. And second main facing surfaces 30d and 30e provided on the outer sides in the direction. The first main facing surfaces 30b and 30c are positioned below the second main facing surfaces 30d and 30e. However, the 1st main opposing surfaces 30b and 30c are located above the lower end of the axial-beam main-body part 11a. The first main facing surfaces 30b and 30c are larger than the second main facing surfaces 30d and 30e.

On the inner side in the vehicle longitudinal direction from the center of the tubular portion 29, the first sub-facing surface extends in the vertical direction and faces inward in the longitudinal direction of the vehicle between the first main facing surface 30b and the second main facing surface 30d. 30f is formed. That is, a first step that is offset in the vertical direction is formed on the lower end surface of the first semi-cylindrical portion 30 by the first main facing surface 30b, the first sub facing surface 30f, and the second main facing surface 30d. . On the outer side in the vehicle longitudinal direction from the center of the tubular portion 29, a second sub-facing surface that extends in the vertical direction and faces outward in the longitudinal direction of the vehicle between the first main facing surface 30c and the second main facing surface 30e. 30 g is formed. That is, the first main facing surface 30c, the second sub facing surface 30g, and the second main facing surface 30e form a step that is offset in the vertical direction on the lower end surface of the first half tube portion 30. Each of the first sub-opposing surface 30f and the second sub-opposing surface 30g is smaller than each of the first main opposing surfaces 30b and 30c and the second main opposing surfaces 30d and 30e. The second main facing surface 30e located on the outer side in the longitudinal direction of the vehicle with respect to the center of the tubular portion 29 is continuous with the end surface 28 of the shaft beam main body portion 11a.

The second semi-cylindrical portion 31 has a semi-cylindrical shape opened upward. The upper end surface of the second semi-cylindrical portion 31 has diameters of the first main opposing surfaces 31b and 31c and the first main opposing surfaces 31b and 31c adjacent to both ends of the semicylindrical inner surface 31a of the second semi-cylindrical portion 31, respectively. And second main facing surfaces 31d and 31e provided on the outer sides in the direction. The first main facing surfaces 31b and 31c are located below the second main facing surfaces 31d and 31e. On the inner side in the vehicle longitudinal direction from the center of the tubular portion 29, a first sub-facing surface extending in the vertical direction and directed outward in the longitudinal direction of the vehicle between the first main facing surface 31b and the second main facing surface 31d. 31f is formed. On the outer side in the vehicle longitudinal direction from the center of the tubular portion 29, a second sub-facing surface extending in the vertical direction and facing inward in the longitudinal direction of the vehicle between the first main facing surface 31c and the second main facing surface 31e. 31 g is formed. In other words, the first main facing surfaces 31b and 31c, the first sub facing surfaces 31f and 31g, and the second main facing surfaces 31d and 31e have a step offset in the vertical direction on the upper end surface of the second half tube portion 31. Each is formed.

As shown in FIGS. 3 to 5, the first main facing surfaces 30b, 30c of the first half-cylinder part 30 are recessed so as to extend upward, and bolt holes 30h, in which female threads are formed on the inner peripheral surface, 30i is formed. On the bottom surface of the second half cylinder portion 31, recessed portions 31h and 31i that are recessed upward are formed. Bolt holes 31j and 31k, which are through holes extending upward so as to reach the first main facing surfaces 31b and 31c, are formed on the upper surfaces of the recessed portions 31h and 31i. The bolt B (fastening member) is inserted into the bolt holes 30h, 30i, 31j, 31k from below in a state where the second half tube portion 31 is overlapped with the first half tube portion 30 from below. The second half cylinder part 31 is fixed to the first half cylinder part 30. The head Ba of the bolt B is accommodated in the recessed portions 31 h and 31 i of the second half cylinder portion 31.

The first main facing surfaces 30b, 30c of the first half tube portion 30 and the first main facing surfaces 31b, 31c of the second half tube portion 31 are opposed to each other in the vertical direction. The second main facing surfaces 30d, 30e of the first half cylinder portion 30 and the second main facing surfaces 31d, 31e of the second half tube portion 31 are opposed to each other in the vertical direction. The first sub-facing surface 30f of the first semi-cylindrical part 30 and the first sub-facing surface 31f of the second semi-cylindrical part 31 are opposed to each other in the vehicle longitudinal direction. The second sub-facing surface 30g of the first semi-cylindrical part 30 and the second sub-facing surface 31g of the second semi-cylindrical part 31 are opposed to each other in the vehicle longitudinal direction. The third sub-opposing surface 31m, which is the end surface on the outer side in the vehicle longitudinal direction of the second semi-cylindrical portion 31, faces and contacts the end surface 28 of the shaft-beam main body 11a.

The first sub-opposing surfaces 30f and 31f restrict the second half cylinder part 31 from being displaced outward in the vehicle longitudinal direction with respect to the first half cylinder part 30. The third sub-opposing surface 31m of the second semi-cylindrical portion 31 and the end surface 28 of the shaft beam main body portion 11a are also displaced by the second semi-cylindrical portion 31 outward in the vehicle longitudinal direction with respect to the first semi-cylindrical portion 30. regulate. On the other hand, the second sub-opposing surfaces 30 g and 31 g restrict the second half cylinder part 31 from being displaced inward in the vehicle longitudinal direction with respect to the first half cylinder part 30.

In a side view as viewed from the vehicle width direction, the circumferential length L1 of the semicylindrical inner surface 30a of the first semicylindrical portion 30 is the circumferential length L2 of the semicylindrical inner surface 31a of the second semicylindrical portion 31. Longer than. Specifically, in a side view as viewed from the vehicle width direction, the radially inner portion of the first semi-cylindrical portion 30 (that is, the portion having the first main facing surfaces 30b and 30c) is the center of the cylindrical portion 29. It protrudes toward the second half-cylinder part 31 side through a virtual line H passing through P and perpendicular to the insertion direction of the bolt B. As a result, the first main facing surfaces 30 b and 30 c of the first semi-cylindrical portion 30 are located below the virtual line H. The imaginary line H is also a line parallel to the upper surface 8a (surface on which the support member 24 is placed) of the axle box 8 in a side view.

FIG. 6 is a cross-sectional view taken along line VI-VI in FIG. As shown in FIG. 6, the mandrel 14 is inserted through the internal space of the tubular portion 29 in the vehicle width direction. The mandrel 14 protrudes outward in the vehicle width direction from the cylindrical portion 14a, a pair of conical flange portions 14b provided on both sides of the cylindrical portion 14a in the vehicle width direction, and both side surfaces of the pair of flange portions 14b. And a projecting end 14c. The rubber bush 13 is interposed between the cylindrical portion 29 and the mandrel 14. The rubber bush 13 has a cylindrical portion 13 a and a pair of flange portions 13 b that protrude radially outward from both sides of the cylindrical portion 13 a in the vehicle width direction, and is fitted on the mandrel 14. That is, the cylindrical portion 13 a of the rubber bush 13 contacts the column portion 14 a of the mandrel 14, and the flange portion 13 b of the rubber bush 13 contacts the flange portion 14 b of the mandrel 14.

The inner peripheral surface of the cylindrical portion 29 formed by the inner surface 30a of the first half cylinder portion 30 and the inner surface 31a of the second half cylinder portion 31 is in contact with the outer peripheral surfaces of the cylindrical portion 13a and the flange portion 13b of the rubber bush 13. . The end part 14c of the mandrel 14 is bolted to the receiving seats 15 and 16 from below with the lid member 19 being fitted into the grooves 17 and 18 opening below the receiving seats 15 and 16, so that the mandrel 14 is connected to the carriage frame 3 via the receiving seats 15 and 16. The cylindrical portion 29 is allowed to be displaced relative to the mandrel 14 in the vehicle longitudinal direction, the vehicle width direction, and the vertical direction due to the elasticity of the rubber bush 13.

According to the configuration described above, the cylindrical portion 29 of the shaft beam 11 includes the first half tube portion 30 formed integrally with the shaft beam main body portion 11a and the first half tube portion 30 in the vertical direction. Since the first half-cylinder part 31 is divided into the second half-cylinder part 31 overlapped with each other, the first half-cylinder part 31 extends from the center P of the mandrel 14 to the side opposite to the axial beam main body part 11a (the side beam 4 side). Provided. Therefore, the first half-cylinder portion 30 can receive the loads in both directions in the vehicle longitudinal direction transmitted to the shaft beam 11 via the axle box 8. Therefore, it is suppressed that the load of the vehicle longitudinal direction transmitted to the shaft beam 11 via the axle box 8 acts in the direction which separates the 2nd half cylinder part 31 from the 1st half cylinder part 30, and a 1st half cylinder The requirement of the mounting strength of the second half cylinder part 31 with respect to the part 30 can be relaxed. That is, since the load applied to the bolt B is reduced, the requirement for the mounting strength of the bolt B is eased, and the design burden is reduced.

In the present embodiment, the horizontal component force F _H of the vehicle body load F transmitted via the leaf spring 22 is always applied to the shaft beam 11 as a load directed outward in the vehicle longitudinal direction. Further, during braking of the wheel 6, the braking force applied to the wheel 6 is applied to the shaft beam 11 as a load directed outward in the vehicle longitudinal direction. Therefore, the shaft beam 11 of the carriage 1 of the present embodiment is likely to be loaded with a large load directed outward in the longitudinal direction of the vehicle, and the configuration of the cylindrical portion 29 described above is particularly advantageous in terms of strength.

Moreover, since the 1st half cylinder part 30 and the 2nd half cylinder part 31 have the 1st sub opposing surfaces 30f and 31f and the 2nd sub opposing surfaces 30g and 31g which mutually oppose in a vehicle longitudinal direction, these sub opposing surfaces 30f , 31 f, 30 g, 31 g can receive the load in the direction in which the second half cylinder part 31 is relatively displaced with respect to the first half cylinder part 30 in the longitudinal direction of the vehicle. In particular, the first sub-facing surfaces 30f and 31f restrict the second semi-cylindrical portion 31 from being displaced outward in the vehicle longitudinal direction with respect to the first semi-cylindrical portion 30, and the second sub-facing surfaces 30g and 31g Since the second half cylinder part 31 is restricted from being displaced inward in the longitudinal direction of the vehicle with respect to the first half cylinder part 30, the shearing force acting on the bolt B can be sufficiently suppressed.

Further, since the circumferential length L1 of the inner surface 30a on the radially inner side of the first semi-cylindrical portion 30 is longer than the circumferential length L2 of the inner surface 31a on the radially inner side of the second semi-cylindrical portion 31, the first half The cylindrical part 30 can receive more force received from the mandrel 14 via the rubber bush 13 than the second half cylindrical part 31. Further, the load in the vehicle longitudinal direction transmitted to the shaft beam 11 via the axle box 8 is most on the horizontal line passing through the center P of the cylindrical portion 29 at the interface between the cylindrical portion 29 and the rubber bush 13. Although acting greatly, the inner surface 30a of the first semi-cylindrical part 30 exists on the imaginary line H because the first semi-cylindrical part 30 projects beyond the horizontal imaginary line H to the second semi-cylindrical part 31 side. Therefore, the load is easily received by the first half tube portion 30.

Therefore, the load applied to the second half cylinder part 31 can be suitably reduced as compared with the first half cylinder part 30. As a result, the load in the longitudinal direction of the vehicle transmitted to the shaft beam 11 via the axle box 8 is further suppressed from acting in the direction in which the second half cylinder part 31 is separated from the first half cylinder part 30, and the first The requirement of the attachment strength of the second half cylinder part 31 with respect to the half cylinder part 30 can be more suitably relaxed.

Note that the present invention is not limited to the above-described embodiment, and the configuration can be changed, added, or deleted without departing from the spirit of the present invention. In the present embodiment, the main opposing surfaces of the first half cylinder part 30 and the second half cylinder part 31 are parallel to the upper surface 8a of the axle box 8, but may be inclined with respect to the upper surface 8a. That is, the main facing surface may be inclined with respect to the virtual line H in FIG. In that case, the main facing surface is inclined in an angle range in which the normal vector of the main facing surface is larger in the vertical direction component than in the vehicle longitudinal direction component. The half cylinder part 31 should just be piled up mainly in the up-down direction. In the present embodiment, the upper part of the cylindrical part 29 is the first half-cylinder part 30 formed integrally with the shaft body 11a, and the lower part of the cylindrical part 29 is a separate second half-cylinder. However, the lower part of the cylindrical part may be the first half-cylinder part integrally formed with the shaft main body part, and the upper part of the cylindrical part may be the separate second half-cylinder part.

In the present embodiment, the upper surface of the support member 24 on which the leaf spring 22 is placed is inclined. However, the support member 24 may be a horizontal plane, and the load in the longitudinal direction of the vehicle applied to the shaft beam during braking is the first. It is only necessary to suppress the action of pulling the second half-cylinder part away from the half-cylinder part, and to reduce the load burden on the connecting part between the carriage frame and the shaft beam.

In the present embodiment, the second half-cylinder portion 31 is obtained by both the contact of the first sub-facing surface 31f with the first sub-facing surface 30f and the contact of the third sub-facing surface 31m with the end surface 28 of the shaft beam main body portion 11a. Is restricted from being displaced outwardly in the longitudinal direction of the vehicle with respect to the first semi-cylindrical portion 30, but only one of the contacts may be provided. Further, each facing surface is not limited to a flat surface, and may be a curved surface. The opposing surfaces facing each other may be in line contact or point contact without surface contact. The rubber bush 13 may be formed of an elastic material other than rubber. Moreover, although the axle box support device 10 of the present embodiment is applied to the carriage 1 using the leaf spring 22, it is also suitable to be applied to a steering carriage in which a force in the longitudinal direction of the vehicle is easily generated in the axle box. Further, the axle box support device 10 of the present embodiment is not limited to a cart or a steering cart using a leaf spring, and may be applied to a cart provided with a general axle beam type axle box support device.

1 bogie 3 bogie frame 5 axle 7 bearing 8 axle box 10 axle box support device 11 axle beam 11a axle beam main body 11b axle beam end 13 rubber bush (elastic bush)
14 Mandrel 15, 16 Receiving seat 29 Tubular portion 30 First half tube portion 30a Inner surface 30b, 30c First main facing surface 30d, 30e Second main facing surface 30f First sub facing surface 30g Second sub facing surface 31 2nd Half cylinder part 31a Inner surface 31b, 31c 1st main opposing surface 31d, 31e 2nd main opposing surface 31f 1st secondary opposing surface 31g 2nd secondary opposing surface 31m 3rd secondary opposing surface 50 Vehicle body B Bolt (fastening member)
H Virtual line

Claims (5)

An axle box support device for a railway vehicle carriage for connecting an axle box containing a bearing supporting an axle to a carriage frame,
A shaft beam having a shaft beam main body portion extending in the vehicle longitudinal direction from the axle box, and a shaft beam end portion provided at a tip of the shaft beam main body portion and formed with a cylindrical portion that opens at both sides in the vehicle width direction. ,
A mandrel inserted in the inner space of the tubular portion in the vehicle width direction;
An elastic bush interposed between the tubular portion and the mandrel;
A receiving seat provided on the carriage frame and connected to both ends of the mandrel;
The cylindrical portion is divided into a first half tube portion formed integrally with the shaft-beam main body portion and a second half tube portion overlapped in the vertical direction with respect to the first half tube portion. , Axle box support device for railcar bogie. The second semi-cylindrical portion includes a main opposing surface that opposes the first semi-cylindrical portion in the vertical direction, and a sub-opposing surface that opposes at least one of the first semi-cylindrical portion and the shaft beam main body in the vehicle longitudinal direction. The axle box support device for a railway vehicle carriage according to claim 1, comprising: The sub-facing surface includes a first sub-facing surface that restricts the second semi-cylindrical portion from being displaced in the vehicle longitudinal direction with respect to the first semi-cylindrical portion, and the second semi-cylindrical portion is the first semi-cylindrical portion. The axle box support device for a railway vehicle carriage according to claim 2, further comprising a second sub-facing surface that restricts displacement to the other in the longitudinal direction of the vehicle with respect to the one half cylinder portion. The circumferential length of the semi-cylindrical inner surface of the first semi-cylindrical portion is longer than the circumferential length of the semi-cylindrical inner surface of the second semi-cylindrical portion as viewed from the vehicle width direction. 4. The axle box support device for a railway vehicle carriage according to claim 1. A fastening member that is inserted vertically into the first half-cylinder part and the second half-cylinder part and fixes the second half-cylinder part to the first half-cylinder part;
As viewed from the vehicle width direction, the first half-cylinder part protrudes to the second half-cylinder part side through an imaginary line passing through the center of the cylindrical part and orthogonal to the insertion direction of the fastening member. The axle box support apparatus of the bogie for railway vehicles according to claim 4.

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